Corrugated metallic wall element



June 19, 1928. 1,674,138

A. E. SMALL CORRUGATED METALLIC WALL ELEMENT Filed Aug. 30, 1926 2Sheets-Sheet 1 a 5 I 4 E491 E 75. 5-4-5 jztgyfszjfit14-z15 .Zhvenlor:

.ZQTZfil/IZEI 211 v Attorney 1 June 19, 1928.

A. E. SMALL CORRUGATED METALLIC WALL ELEMENT Filed Aug. 30, 1926 2Sheets-Sheet 2 Patented June 19, 1928.

* UNITEDSIT-ATES saints 1': SMALL, escalates. cams "A sumes To UnionMETAL comrAuY; or qnrcaco, m nors, a oonronarlolv or DELAWARE.

c nce ns ILQETALLIC WALL ELEMENT.

Application and Au ust so, 1926. Serial no. 132,621.

My invention relates to the construction of? railway cars.v and. moreparticularly to? metal end structures or walls for railway.

cars made of one onwmore metallic plates or panels formed with integralreinforcing,

stiffening and bra'cingembossments orz core. rugations It is; well knownthat theend walls of railway cars are more likely to be :broken or.

1? otherwise injured than; the side walls. This is due to the inertiathrusts and pressures caused by the shifting of the cargoes when thetrain starts or steps. These thrusts may be local, tending to distortthe end in-some particular spot, as, tor example, when a piece of pipingor lumber shifts'lengthwisc imparting a blow against the "enduwall ofthe car ;'or theremay be a general tendency to break out the end wall asa whole or tear it a'way from the framing. For the purpose. therefore,ofgreater strength and'due rability. car ends have been Constructed ofmetal plates corrugated or formed with ribs to impart thedesiredstrength, rigidity and 2 1 resiliency. J

One of the principal. objects of my inven-. tion is to provide acorrugated metallic end structure for railway carsin which the,corrugations have a configuration andarrangee 3O ment that impart to thestructure; a maxi mum capacity for resisting cargo thrusts, both localand general, static or quiescent, and with suificient resilienc. toprevent pars-1 manent distortion due to -t e thrusts of the loads, witha minimum weight-of metal. It is important that structures of this sortshould be as light as possible, consistent with strength and durability,both for reasons of economy in manufacturing cost and also to keepthe'weight of the car at a minimum.

A further object is to provide a co'rru-l gated metallic wall elementthat is practically possible to manufacture. object is to provide ametallic wall element with corrugations that resist to a greater degreetorsional stresses,a's wellas brace the element, and the car end againstdiagonal side thrusts orweaving. 1 I

The combination of the embossments, ribs or corrugations comprising thereinforce; ment formed in'the metallic plate is disclosed and claimed inmy separate ap lies on line 1010.

tion for patent, Serial No. 595,632, filed 0ctober 19, 1922, and thisapplication for put 5 cut discloses and claims the specific advan- Afurther line 5 -5.'

tages and constructions when such a' reinforced metallic plate isapplied to a carwith the corrugations or reinforcementspositionedvertically or substantially so,-i. e., extending from adjacent the floorof the car= (or end sill) to adjacent the roof '(or endplate); Themetallic reinforced plates comprising the wall are usually connectedalongvertical lines, and the middle plate or plates may be made ofthicker metal than those adjacent the side of the car and thecorrugations in the middle of the car end. wall may be made strongerthan those elsewhere by being made deeper or wider 01 both. Also thecorrugations in the middle of the our end wall may be" made longer toeliminateany flat space between the upper end of the corrugations andthe end plate or roof of the car. i H

The maximum pressure and stresson a car end wall is about two feet abovethe floor, and adjacentthe=middle of. the car. The corrugations are aseries of parallel beams and when positioned vertically thelower ends ofthe beams are supported by the underframe' which is the backbone ofthecar and the upper ends are supported by the end plate. 'A beam shouldhave its maximum strength adjacent its point of maximum stress,therefore, I prefer to have the/ strongest part of theindividualcorrugation; as well as the entireend wall, about two feetfrom the floor or about one-fourth the length of the corrugation.

In the drawings: i Fig. 1 is a front view of acorrugated Fig.2 is; a topedgeview of-Fig. 1.

Fig. 3 is a cross section of Fig. 1 taken on line p a 9 Fig. 4 is acrosssection of Fig. 1 taken a on line p Fig. 5 is a cross section ofFig.' 1 taken on Figtfi 'isa front view ofacor'rugated plate of modifiedform.

Fig. 7 is a top edge view of Fig. 6.

Fig. 8 is across section'of Fig. 6 taken on line 88 Fig. 9 is acrosssection of Fig. 6

taken on line 9-9.

Fig. 10 is a cross section of'Fig. 6 taken Fig. 11 is a front "iew of acorrugated plate of modified form. 7

Fig. 12 is a top edge view of Fi 11.

Fig. 13 is a cross section of Fig. 11 taken on line 13-13.

Fig. 1st is a crosssection of Fig. 11 taken on line 1-114c.

Fig. 15 is a cross section of Fig. 11 taken on line 1515.

Fig. 16 shows the end of a railway box car with my device appliedthereon.

Fig. 17 is a section on line 1T-17 of Fig. 16.

Fig. 18 is a section on line 18-18 of Fig. 16.

Fig. 19 is a section on line 19-19 of Fig. 16.

The end wall structure shown in the above figures comprises a panelcomposed of a corrugated metal plate or plates.

Referring to Figs. 1b and 17. The corrugated plates 31, 32 and 33 extendacross the car from top to bottom and are formed with integral flanges 1along the vertical edges which overlap and are secured to the side wallsot the car by any suitable means.

The top edge of the end wall is secured beneath the fascia boards 7 andthe meeting edges of the plate overlap and are secured together by rowsof rivets 8 and the lower edge of the end wall is secured to the endsill 9. Nailing strips are secured to the plates 31. 32 and 33 by boltsand lining 11 is secured to the nailing strips 10.

While the corrugations are shown pressed outwardly, it is understoodthat the corrugations may be pressed inwardly, or partially inwardly andpartially outwardly, from the original plane of the plate. The plates orpanels may be applied to any type of rail way car.

Referring to Figs. 1 to 5 inclusive, numeral 1 is the plate; 2 the planeof the plate; 5 is one of the major corrugations that forms theprincipal stiffening and rigidifying element; 6 is the valley formedbetween the major corrugations; 7 is the minor corrugation that setswithin the major corrugation 5; 8 is the extremity or terminal portionof the corrugation and 9 is the flat apex of the major corrugation.

The major corrugations 5 are uniform in width and depth and parallel toone another and are provided with minor corrugations 7 that taper inwidth and depth from the apices 9 and extremities 8 toward apredetermined location between the extremities of the major corrugations5 forming in effect with the i 'alleys 6 a plurality of contiguous andsinuous corrugations at the center of the plate that are uniform inwidth and depth, as at section 3--3.

Fig. 2 is a top edge view of Fig. 1 and shows the major corrugation 5and the minor corrugation 7.

Fig. 3 is a cross section showing the uniform contiguous and sinuousformation and the convergence of the major and minor corrugations andthe valleys 6 at the center of the plate.

Fig. at is a cross section showing the minor corrugations 7 pressed inan opposite direction within the major corrugations 5 midway between thecenter of the plate and the extremities of the corrugations.

Fig. 5 is a cross section showing the relatively wide major corrugation5 provided with flat apices 9 and the valleys 6 just before merging intothe original plane 2 of the plate 1.

Figs. 6 to 10 inclusive show a modification of the corrugated plateshown in Figs. 1 to 5 inclusive, in which 10 is the plate; 11 is theplane of the plate; 12 is the major corrugation; 13 is the minorcorrugation and 14 is the valley.

The major corrugations 12 are of uniform depth but of varying widthbeing widest at a predetermined location between its extremities and areprovided with minor corrugations 13 that taper in width and depth fromthe apices 15 and the extremities or terminal portions 16 toward thewidest portion of the major corrugations 12 forming in effect aplurality of contiguous and sinuous corrugations at a desired portion ofthe plate that are uniform in width and depth, as at section 88, thevalleys 14 being narrowest where the major corrugations are the widest.

Fig. 7 is a top edge view of Fig (3 and shows the major corrugation 12of uniform depth and the minor corrugation 13 tapering in depth.

Fig. 8 is a cross section and shows the contiguous and sinuous formationand the convergence of the major and minor corrugations and the valleys14.

Fig. 9 is a cross section and shows the minor corrugations 13 pressed inan opposite direction within the major corrugation 12 between the centerof the plate and the extremities 16 of the corrugations.

Fig. 10 is a cross section and shows the major corrugations 12 ofuniform depth and width provided with fiat apices 15 just before merginginto the original plane 11 of the plate 10.

Figs. 11 to 15 inclusive show a modification of the corrugated plateshown in Figs. 6 to 10 inclusive and is similar in all respects, exceptthat the major corrugations 17 are provided with two minor corrugations18.

Metallic plates corrugated as described wherein a plurality ofcorrugations merge into a contiguous, sinuous and uniform configurationpossess the advantage of great strength and elasticity and (by mergingthe corrugations together at their extremities) simplifies thetermination into the original plane and margins of the plate resultingin a plate of comparatively little weight, of

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maximum strength and one that iseasy to manufacture. Although thefigures disclose a plurality of sinuous corrugations merging together,it is to be understood that my in ventionis notlimited to thisparticular configuration but the corrugations at this point may be ofany cross section. 7,

This application is confined to the construction wherein the majorcorrugation is split into two or more minor corrugations, whilemyapplication Serial N o.- 595,634, filed October 19, 1922, on metal endstructures for railway cars covers the construction wherein the minorcorrugations merge to form the major corrugation. 1

B thus forming afmetallic plate 1 provide a plurality of corrugations orbeams which cooperate to form avery strong structure capable ofabsorbing considerable stress I without much deflection and which also iform a resilient structurebclow the center of the corrugations so thatwhen the plate deflects under extreme load it rebounds or returns to itsnormal position without appreciable: permanent distortion. I

The accompanying drawings illustrate the preferred form of theinvention, though it is to be understood that the invention is notlimited to the exact details of construction shown and described, as itis obvious that various modifications thereof within the scope of theclaims will occurto persons skilled in the art.

I claim:

1. A metallic plate wall element pro-,

vided with a plurality of vertical reinforcements comprising a pluralityof stiffening ribs symmetrical in cross section about a line midwaybetween the outermost portions of the ribs at a place below the centerof the reinforcements which merge into each other adjacent the ends ofsaid reinforcements to form a plurality of wider stiffening ribssymmetrical in cross section about a center line midway between theoutermost portions or the ribs, said reinforcements being of uniformdepth between terminal portions.

2. A metallic plate wall element provided with a plurality of verticalcorrugations spaced apart distances substantially equal to their widthat a place below the center of the corrugations, said corrugationsemerging adjacent the ends of the plate into a lesser number of verticalcorrugations spaced apart distances substantially equal to their width,said corrugations being of uniform depth between terminal portions.

3. A metallic plate wall element provided with a plurality of verticalcorrugations spaced apart distances substantially equal to their widthat a, place below the center of the corrugations, said corrugationsmerging adjacent the ends of the plate into a lesser number of widercorrugations spaced apart distances substantially equal to their width,

said corrugations being of uniform depth between terminal portions. V4'. A metallic plate wall element provided with a plurality of verticalcorrugations spaced apart distances substantially equal to their widthat a place below the center of the corrugations, said corrugations met-giiig adjacent the ends era-1e plate 1nto a lesser number of wider,vertical corrugatiohs, said corrugations being of uniform,

depth between terminal portions; 2

5. A metalle plate'wall element provided with plurality ofverticalreinforcementscompri'sing corrugations which merge into eachother ad acent the opposite ends of said reinforcements into a lessernumber of ver tifcal corrugations, said reinforcements being of uniformdepth between terminal portions.

6. A metallic plate wall element provided with a plurality of verticalreinforcements comprising corrugations which merge into each otheradjacent the opposite ends said reinforcements into lesser n-uiiibe'r ofwider,

vertical corrugations, said fi' einforcernents being of uniform'depthbetween terminal portions.

7. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of vertical corrugations place below thecenter of the corrugations, the opposite ends'of adja cent corrugationsmerging" into each other and terniin'ating into the plate adjacentsaidoppositely disposed frame members to form a lesser number ofcorrugations.

8. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of vertical corrugations at a place below thecenter of the corrugations, the opposite ends of adj acent corrugationsmerging into each other and terminating into the plate adjacent saidoppositely disposed frame members to form a lesser number of widercorrugations.

9. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of vertical corrugations spaced apartdistances substantially equal to their width at a place below the centerof the corrugations, the opposite ends of adjacent corrugations merginginto each other and terminating into the plate adjacent said oppositelydisposed frame members to form a lesser number of corrugations spacedapart distances substantially equal to their width.

10. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of vertical the center of the corrugations,the opposite ends of adjacent corrugations merging into each other andterminating into the plate adjacent said oppositely disposed framemembers to form a lesser number of wider cor rugations spaced apartdistances substantially equal to their width.

ll. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of vertical corrugations synnnetrical in crosssection about a line midway between the outermost portions of thecorrugations at a place below the center of the corrugations, theopposite ends of adjacent corrugations merging into each other andtern'iinating into the plate adjacent said oppositely disposed framemembers to form a lesser number of corrugations symmetrical in crosssection about a line midway between the outermost portions of thecorrugations.

12. A. wall for a railway ear comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of vertical corrugations symmetrical in crosssec tion about a line midway between the outermost portions of thecorrugations at a place below the center of the corrugations, theopposite ends of adjacent corrugations merging into each other andterminating into the plate adjacent said oppositely disposed framemembers to form a lesser number of wider corrugations symmetrical incross section about a line midway between the outermost portions of thecorrugations.

13. A wall for a railway car comprising a metallic plate secured tooppositely disposed lnn-izrmtal frame members of the car, said plateprovided with a plurality of, vertical contiguous sinuous corrugationsat a place below the center of the corrugations, the opposite ends oiladjacent corrugations merging into each other and terminating into theplate adjacent said oppositely disposed frame members to form a lessernumber of corrugations with substantially liat; apices.

14. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame membm's of the car, said plateprovided with a plurality of vertical corrugations spaced apartdistances snbstam tially equal to their width and symmetrical in crosssection about a line n'iidvay between the outermost portions of thecorrugations at a place below the center of the corrugations, theopposite ends of adjacent corrugations merging into each other andterminating into the plate adjacent said oppositely disposed framemembers to form a lesser number of corrugations spaced apart distancessubstantially equal to their width and symn'letrieal in cross sectionabout a line midway between the outermost portions of the corrugations.

ARTHUR E. SM ALL.

